Internal-combustion engine.



K. HIBI.

mTERNALcoMBusTloN ENGlNE.

APPLICATION FILED MAR. 23| 1917 I Patented Apr. 30, 1918.

2 SHEETS-SHEET l.

Raffa/zorra \7/z' A TTOH/VEV K. HlBl.

INTERNAL coMBusloN ENGINE.

APPLICATION FILED MAR-23.1917.'

Eamed Apn 30, 1918.

2 SHEETS-SHEET 2.

I @E I II I A TTOR/I/EV KATSHARU HIBI, 0F TOKYO, J'AFN.

g vritiri-in1tar.-contnns:tron nnern'n. y

' To all 'whom t may concern 'lBe it -lrnown .that ll; KATsUH-ARU ltllIfBI,

l' subject of the `Emperor of` Japan, residing at No.' 339 llppongi, Kita-Shinagawa, Tokyo,

Japan, have invented new 4and useful l[mprovements in Internal-Combustion liln-` This inventionarelates to improvements in internal combustion engines, and comprises the following parts and devices. Byv means of opening a valve, actuated either mechaniof the admitted air rises, so that theffuelV previously charged into thischamber, in

such a proper quantity as `willattain complete combustion with the air admitted into the chamber, will be ignited and exploded,"

either by the heat of compression of the air or by suitable ignition apparatus, thus' maintaining :the 'product of combustion within lthe first chambert at a -far higher temperature and pressure than within 'the cylinder. In case the fuel supplied to this .chamber proves insucient topdevelop the required power a supplementary charge .of fueiis forced iria aseeond 1cian-110er having a communication with the insideof the cyll inder, through a passage 'of pro er and suitaline form. This fuely is stirre up by the inru'sh,"through the passage of suitable form mentioned above, of a portion of the air from the Icylinder into said lsecond 'chamaber, and

is' intermixed with the air as-'thor- -oughlly'gas'possib/le. Also, in case the fuel is 1n 'quid state, the volatilization process is eatly accelerated. At the instant, or

a little before or after as may be desired,

the piston reachesits dead point, the valve between the first and second chamber is "opened, thus interconnecting the two chambers. The forceful discharge of highly 'heated and highly compressed product of combustion'from the irst chamber forces the fuel and air in the second chamber into' the cylinder, and the non-combusted fuel burns inlthe'- cylinder, where 1t expands toigether with .said highly `heated gases and thendoes its work. o

The object andthe specialQfeature of the invention lie in the `utilization of a large .A -tportion of the time required inthe compresgines, of which the following is a specification. y

l The following of the invention sion stroke of the pistoii, in previous heating of the fuel, and particularly, when liquid fuel is employed, its vaporization process 1s accomplished mostly in the coursel of the compression stroke of like the Diesel engine, tion process of liquid the piston, un-

fuel takes place only 'after the fuel is admitted into the cylinder,

i. e., the two processes of vaporization and combustion of the fuelare made to take place in a comparatively 'short time. Dispensing with the employment of a special .air-compressor of high pressure for injecting the fuel into the cylinder, the present invention reducestheconstruction to an eX- treme simplicity, yet it effects the vapori- V Specification ot Letters Patent. Patvgmltgdl ,tpm 3U, jlgjln application med March as, i917. serial nu. 156,941.

wherein the vaporiza- .l

zation ofthe fuel and its mixture with air I .as thoroughly as desired and attains a maximum thermal eciency of an internal combustion engine, lby obtaining the coins pression necessary and ample for realizing such highest thermal efficiency, without the annoyance of premature explosion.

Referring tothe drawings f .Figure l isa vertical section showing the v arrangement Pof the principal parts of a twocycle internal combustion engine using liquid fuel.

Figs. 2 and 3. aref enlarged sections of part D of Fig-.1.'

Fig. l is an enlarged plan view of part D.

Fig. 1 shows a part of ay two-cycleinterknal ,combustion engine, `wherein A* ,the cylinder cover 'B, the cylinder,y C, the piston; and Dfthe part constituting this invention.- In .-Figs. 2, 3 and 4, when the lpiston makes' its compression stroke, a portion of .the air inside the cylinder is forced in o the chamber?, by opening the valve 2, due to the compressive action of the piston The required fuel. is previously charged into chamber 3, at the proper moment before or stroke, by opening the valve 6, after passing through: a duct "16 from the port 25, all lshown inFigs. 3 and 4.

The quantity of the fuel should be so delis a detailed description 'after the piston commences its compression termined that the same will attain a good o combustion with the air in chamber 3, leaving-no deposit of remains of incomplete combuwion, which would hinder the smoothoperation of the engine. 'The temperature of the air which has entergd chamber 3 from the cylinder through l and valve 2 cylinder from 5 through 7, 9, 10 'and 11. A t

At the same time the fuel in chamber 3` gets steadily heated if the same is in gaseous form, and if, in liquid state, Yis first vaporized and finally burns. It goes without saying that an ignition device may well be provided in chamber 3 if the degree of compression proves insuiiicient to cause combustion in the chamber. As soon as combustion takes place-in chamber 3 an exceedingly high pressure results therein, causing the valve 2 to close and shutting olf the communication between the cylinder and the chamber 3. 1n casethe fuel supplied to chamber 3 alone proves insufficient against the load to be carried'by the engine, another and independent supply of fuel is forced into chamber 7 from the passage 15 opening the valve 8, and is 'then deposited in the quarter marked 9. As to the admission of this latter fuel, it is not absolutely necessary to be made simultaneously with that for chamber 3, but it is tobe adjusted to either lead or lag in accordance with the quality of the fuel. The air compressed in the cylinder by the piston is forced into the quarter 9, through 11 and l0. When the part 9 is filled with fuel, the inrush ofthe air stirs up the same and a thorough mix? ture results. Now,the valve 5 is opened at the instant, or a little before or after, the piston completes its compression stroke, then the highly7 heated and highly compressed gas in chamber 3-will force its way into the the same time, the fuel and air existing in 7 will together be forced into the cylinder, wherein on account of the high temperature they burn completely, and expand together with the gases fromschamber 3, thus accom-v plishing the work. The valve 5 should be left open until the pistonendsits exhaust stroke. As the chamber 3 is filled with Agases of combustion, so to vwash it once with fresh air has a beneficial effect upon the next combustion. For this pur ose a valve 4 is provided in chamber 3. e upper portion of 4 is connected through 12to a fresh air reservoir, wherein is maintained a pressure a few pounds persquare inchl above the atmosphere, and at a period of the cycle at which the engine exhausts the valve 4 is opened to pass theair into chamber 3, and

thence through 5, 7, 9, 10 and 11 into the cylinder, thus exhausting the gases of combustion from chamber 3 and illin the same with fresh air, which affords a co9 ing effect to the chamber 3. Valve 17 lshown 1n Fig.

31 is a compressed air starting valve, admitf ting the compressed air for the starting from 24. By pressing 18, forcing the spring 23 and opening 17 vthe compressed air 1s admitted into the cylinder to start the engine, but this part has no bearing on the present invention. Valves 4 and 5 are ,held in closed position by springs 19 and 2O respectively, and, at the proper moment as described above, they are opened by a suitable contrivance like a lever, etc., which presses 13 or 14 and overcomes the tension ofthe springs. Valves 6 and 8 are closed by springs 22 and 2l respectively, and opened by the pressureof the fuel being admitted from 25 or 15, but-they can, of course, be so constructedas to be opened at the proper moment by providing a special lever, as with the valves 4 and 5. n

The fuel supplied to chamber 3 and that v supplied to chamber 7 need not 'be neces lighter oil, like gasolene, be used in cham-,

` ber 3, the above described action may be effected even at a much lower degree of compression. It must not be forgotten, however, that the lowering of compression is detrimental to the heat eiiiciency of an internal combustion engine, and therefore, it is important to retain a proper degree of compression in order to secure a good thermal eiiciency, aside from the consideration'of ignition and explosion of a fuel by its own heat due to compression. But in the case where thereare special conditions imposed, such as lowering of the manufacturing cost or limitation to the weight of the engine, etc., it may often be found advantageous to lower the compression as much as possible by employing in chamber 3 a fuel which is easy to volatilize and burn. Again, when the fuel supplied to chamber 7 is easyof volatilization and combustion, it

. is. not necessary to have the same charged sidering chamber 7 simply as a part of the) cylinder, andentirely dispensing with such special passes as 9 and 10.

As has been made clear from the above description, the principal advantages derived from this invention areas follows Firstly The fuel has no necessity to and highly compressed are forV vaporization.

Work against any considerable pressure, be-

ing admitted into the chambers at the instant, or a little before or after, Ithe piston be ins its compression stroke.

econdlyr-lln case liquid fuel is employed, the same can be Thirdlyz-Since the fuel can be injected into the cylinder by means of. thepre'ssure created Aby the combustion in chamber 43,-

, there is no necessity for storing high pressure air for fuel injection by providing a special'high pressure air compressor.

F ourthly By supplying a fuel comparatively easy to'vaporize and'ignite into cham-` ber 3, and one comparatively difficult to do Sdintochamber 7, the'combustionf of fuel in the .cylinder can be attained by the heat of compression onlywithout unduly raising the pressure in Ithe cylinder.

Claims:

1. In an internal combustionengine, the

` combination offa working cylinder, a piston.

op'erating'in said cylinder; a chamber adapted to be placed lir direct communication, with the cylinder, means for permitting compressed air to enter the said chamber from the. cylinder during the compression stroke of the piston,.means for introducing 'a charge of fuel intothe said chamber toward the end of the compression stroke, a second chamber 'adaptedv to communicate with` the first chamber and with the cylin-r der, means for introducinga fuel charge into the second chamber, and means for permitting flaming products of combustion to from the first chamber through the second 'andinto the cylinder at the proper 'time during the compression stroke.

2. The method )of operating internal com-l bustion engineshaving two' chambers communicating with eachother and with the Working' cylinder, which consists in igniting a combustible mixture in one ofthe chambers, and vaporizing a charge of fuel in the other/chamber and injecting it into the cylinder by passing the flaming products of combustion from the first-mentioned chamlber through "the second one into the'cylinder.

3. The method of operating internal combustionengines having two chambers communicating with each other and with the working cylinder, which consists` in compressing air in the cylinder, igniting a mixture of air and a volatile and'readilyv combustible fuel in ,one of the chambers, and vaporizing a charge of a lessvolatile and more difficult combustible fuel in the other chamber and injecting lit ijnto the cyli-nder -by passing the flaming products of combustion from the first-mentioned chamber. through the second one into the cylinder.

4. rlhe method of operating internal combustion engines having two ,chambers communicating with each other and-with the given ample time Y working cylinder, which consists in comressing air in the cylinderintroducing a uelv charge into one of the chambers, admitting compressed air from the) cylinder into the said chamber during the compression stroke, firing the mixture in the ysaid chamber at a predetermined time'during the compression stroke, and vaporiinga charge of fuel in the lother chamber'and injecting 'it into the cylinder bypassing the flaming products of-colfnbus-tion from the first-mentioned/chambei' through the second one into the'ylinder. i a

5. Illhe method of operating internal combustion engines having two chambers com- `mlinlcatlng with each other and with the jworking cyllnder, which consists in igniting a combustible mixture in one `of the chambers, vaporizing a charge of fuel in the lother chamber and injecting it into the cylinder by passing the viaming products of combustion from' the first-mentioned chamber through the second chamber into the cylinder, and forcing a scavenging charge through the both chambers ,into the working cylinder at a period of the cycle when the engine exhausts.

m 6. The method ofoperating internal coinbustion eng-mes having two vchambers com municating with eachother and-with the working cylinder, .which consists incomf pressing'air in the cylinder, igniting a mix- .ture of air and a volatile andreadily combustible fuel in one of the chambers, vaporizing a charge of a less volatile and more difficult combustible fuel in the other chamber and injecting it-into the cylinder by passing the flaming products of combustion from the first-mentioned chamber through the Isecond one intothe cylinder, and forcin a 'scavenging charge of ,air through sai chambers into the working cylinder at a pecycle at which the engine, ex-

chamber at apr eterimined time during the compression stroke, vaporizig a charge of fuel 1n the other chamberandinjecting it lnto the cyllnder by passing the flaming products of combustion from the first-mentloned chamber through the second one into the cylinder, and forcing a scavenging char e of air through thechambers andv into t e working cylinderv at' a period of the cycle at which the engine exhausts. t

8. lln an internal .combustion engine,uthe

combination yof a working cylinder, a piston operating in said cylinder, means for utilizing the compression stroke of the piston to compress and ignite a charge of fuel exte` less volatile and less combustible than the first charge of fuel.

9. In an internal combustion engine, the combination of a Working cylinder, a piston operating in said cylinder, means for utilizing the compression stroke of said piston to compress and ignite a charge of fuel eXteriorly of said cylinder, and means operable by said ignited charge of fuel for igniting and injecting another charge of fuel linto said cylinder.

10. In an internal combustion engine, the combination of a Working cylinder, a piston operating in said cylinder, a chamber adapted t0 be placed in direct communication with the cylinder, means for permitting compressed air to enter the said chamber from the cylinder during the compression stroke of the piston, means for introducing a charge of fuel into the said chamber toward the end of the compression stroke, a second chamber .adapted 1to communicate with the first chamber and with the cylinder, means for introducing a fuel charge into the second chamber, means for permittingr flaming roducts of combustion to pass from the st chamber through the second and into the cylinder at the proper time during the compression stroke, and means for flushing said chambers and said cylinder with air at a period at which the engine exhausts.

In testimony Whereof'I liavelsigned my name to this specification in the presence of 40 two subscribing Witnesses.

KATSUHARU HIBI.

Witnesses: l

A. F. CAHUSAG, S. KIMURA. 

